JPH01224549A - Hydraulic operating clutch controller - Google Patents

Abstract

PURPOSE:To improve the responsiveness in the speed change control by adjusting the hydraulic control starting timing by detecting the fact that the control hydraulic pressure supplied into a hydraulic operating clutch becomes over a prescribed value by an electric type hydraulic pressure detecting switch. CONSTITUTION:When a control hydraulic pressure for the line pressure supplied from a regulator valve 30 is supplied through a manual valve 40, in order to operate the hydraulic operating clutches 11c-14c and 15d, if the electric type hydraulic pressure detecting switches 80, 82, and 84 detect at least the prescribed hydraulic pressure with which the ineffective stroke of the operating piston of a clutch is completed, a linear solenoid 46 is operated by the signals, and the control for the supplied hydraulic pressure is started through a clutch pressure control valve 45. Therefore, during the time up to the completion of the ineffective stroke, the control oil quantity supplied from the hydraulic control valve 45 into each hydraulic operating clutch 11c-14c, 15d is made max., and the shift corresponding to the ineffective stroke portion is speedily carried out. Therefore, the responsiveness in the speed control can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION (1) Object of the Invention (Field of Industrial Application) The present invention relates to a device for controlling the operation of a hydraulically operated clutch used for setting gears in a transmission.

(Prior Art) Hydraulically operated clutches control their operation by supplying and discharging hydraulic oil at a predetermined hydraulic pressure, and have been commonly used for setting gears in automatic transmissions. As an automatic transmission having this hydraulically operated clutch, for example,
There is one disclosed in Publication No. 2-21131.

When changing gears in such an automatic transmission, the hydraulic chamber of the hydraulically operated clutch (referred to as the front clutch) that has been engaged until then is released to the drain side, and the gear to be shifted is released. The hydraulic pressure changes in the hydraulic chambers of the front and rear latches in this case, which are performed by supplying control hydraulic pressure into the hydraulic chambers of the hydraulically operated clutch for the row (referred to as the rear clutch), are shown in Figure 4. . This figure shows the case where the gear shift operation starts at time t1, and the hydraulic pressure in the hydraulic chamber of the front clutch generates shelf pressure midway through the action of the accumulator, orifice control valve, etc., as shown by line B. , from time t2, and on the other hand, the oil pressure in the hydraulic chamber of the rear clutch is maintained at about oil pressure P1 from time t1 to t2, as shown by line A, and then,
It is rapidly increased to 22 at time t2, and from time t2 to
During time t, the oil pressure is maintained at a shelf pressure state in which the oil pressure gradually increases from P2 to P3, and between time t3 and t4, the oil pressure is increased to a predetermined clutch pressure PL. This type of oil pressure control of the rear clutch is performed to ensure smooth engagement of the rear clutch and reduce shift shock. Conventionally, this oil pressure change was achieved by installing an accumulator in the hydraulic pressure supply path to the rear clutch. It was possible to gain control by controlling the

(Problem to be Solved by the Invention) In the hydraulic pressure change of the rear clutch shown in FIG. 4 (the change indicated by line A), the change between time t1 and t2 is controlled by the operating piston of the rear hydraulically operated clutch. It shows the change in oil pressure from when it first starts moving in response to oil pressure until it actually starts pressing the clutch plate, that is, the change in oil pressure until the working piston moves by the clutch clearance. During this period, there is an invalid stroke, and the working piston only moves, so the hydraulic pressure in the hydraulic chamber only generates a low hydraulic pressure corresponding to this movement resistance, and the hydraulic pressure changes as shown from time t to t2 in the figure. becomes.

Therefore, although the required time of the hydraulically operated clutch for actual gear shifting is the time t2 to t4, the shifting time T2 becomes longer due to the above-mentioned invalid stroke time (1+ to tz), and the shifting feeling becomes worse. The problem is that it can be damaged.

To solve this problem, almost as soon as the gear shift starts,
It is conceivable to maximize the amount of control oil supplied to the rear clutch to shorten the operation corresponding to this invalid stroke and the movement time of the stone. However, if the supply control oil amount remains at the maximum, the oil pressure will rise rapidly between tX and t4 in Figure 4, causing a shift shock, so the maximum supply control oil amount will cause the working piston to move by the amount corresponding to the invalid stroke. It is conceivable to use a timer to reduce the supply control oil amount when the assumed electric time has elapsed, and obtain the oil pressure change as shown from time t2 to t4 in Fig. 4. .

However, the time (t
s to tz) are susceptible to individual differences due to the influence of the clutch clearance size, etc., and the above-mentioned assumed travel time often differs depending on the transmission. Therefore, a timer is used to calculate the If the supply control oil amount is maximized, the piston may move beyond its invalid stroke and press the rear clutch, which may cause the rear clutch to engage suddenly and cause shift shock. There is a problem.

In view of the above-mentioned problems, the present invention shortens the travel time corresponding to the invalid stroke when the hydraulically operated clutch is activated, shortens the shift time, and reduces the influence of individual differences. An object of the present invention is to provide a control device for a hydraulically operated clutch.

(1) Configuration of the Invention (Means for Solving the Problem) As a means for achieving the above-mentioned object, the control device of the present invention is configured to drive a control hydraulic pressure for controlling the operation of a hydraulically operated clutch by an electric drive means. Electric hydraulic pressure is controlled by a hydraulic control valve using force and supplied to a hydraulically operated clutch, and an electric signal is sent out when the control hydraulic pressure thus supplied exceeds a predetermined pressure. A detection switch is provided, and the start timing of hydraulic control by the hydraulic control valve is adjusted based on the electric signal sent from the electric hydraulic pressure detection switch.

(Function) When using the hydraulically operated clutch control device configured as described above, when control hydraulic pressure is supplied to operate the hydraulically operated clutch, the electric hydraulic pressure detection switch completes the invalid stroke of the clutch's operating piston. When it is detected that the oil pressure has reached a predetermined oil pressure or higher, a signal is sent from this switch, and in response to this signal, the oil pressure control valve starts controlling the oil pressure supplied to the hydraulically operated clutch. Therefore, until the above-mentioned invalid stroke is completed, it is possible to maximize the amount of control oil supplied from the hydraulic control valve to the hydraulically operated clutch, and rapidly move the working piston corresponding to the invalid stroke. Yes, the shift time corresponding to the invalid stroke is shortened. That is,
Until the movement of the invalid stroke is completed, the supply control oil amount is maximized to rapidly move the working piston to the engagement side, and the movement of the invalid stroke is completed in a short time. In this case, the reaction force of the actuating piston is small during the movement of the invalid stroke, so even if the amount of control oil supplied to the hydraulically actuated clutch is large, the oil pressure is low, but after the above movement is completed, the actuating piston is When the clutch plate actually starts to be pressed, the control oil pressure rises rapidly, so this rise is detected by an electric oil pressure detection switch, and upon receiving this detection signal, the oil pressure control valve is activated to engage the hydraulically operated clutch. Therefore, the hydraulic pressure Mm is started.

(Embodiments) Hereinafter, preferred embodiments of the present invention will be described based on the drawings.

FIG. 1 is a schematic diagram showing the configuration of an automatic transmission in which the hydraulically operated clutch of the present invention is used. In this transmission AT, an output shaft 1 of an engine is connected to a torque converter 2.
The engine output transmitted through the transmission mechanism 10 is changed in speed by a transmission mechanism 10 having a plurality of gear trains, and is output to the output shaft 6.

Specifically, the output of the torque converter 2 is output to the main shaft 3, and five sets of gear trains are arranged in parallel between the main shaft 3 and a counter shaft 4 arranged parallel to the main shaft 3. The output gear train 5a is further arranged between the counter shaft 4 and the output shaft 6.
, 5b to the output shaft 6.

The five sets of gear trains arranged between the main shaft 3 and the counter shaft 4 are first gear trains 11a and llb.
, 2nd speed gear train 12a, 12b, and 3rd speed gear train 13
a, 13b, 4-speed gear train 14a, 14b, and reverse gear train 15a.

15b and 15C, and each gear train includes a hydraulically operated clutch ll for transmitting power through that gear train.
c, 12c, 13c, 14c, and 15d are arranged. In addition, one-way clutch li is installed in 1st gear llb.
d is arranged.

Therefore, by selectively operating these hydraulically operated clutches, it is possible to select power transmission by any one of the five gear trains to perform a speed change.

A control valve Cv selectively controls the operation of this hydraulically operated clutch, and this control valve Cv will be explained with reference to FIG. 2.

In this control valve Cv, the hydraulic oil from the oil sump 7 supplied from the pump 8 is guided to the regulator valve 30 via the line 101.
0 to adjust the line pressure to a predetermined level. This line pressure is led to the manual valve 40 via the line 110, and the hydraulically operated clutches lie, 12c, 13c, 14 for each speed gear are actuated by the respective cover valves in the control valve Cv.
It is selectively supplied to clutches c and 15d depending on the driving conditions, and the operation of each clutch is controlled.

Here, first, various valves within the control valve Cv will be explained. The check valve 35 is disposed downstream of the regulator valve 30 and prevents the oil pressure of the lubricating oil sent to the lubrication section of the transmission through the line 102 from exceeding a predetermined pressure. The modulator valve 48 reduces the line pressure sent through the line 103 to create a predetermined modulator pressure, and supplies the hydraulic fluid at this modulator pressure to the torque converter 2 through the line 104.
The lock-up clutch control circuit (not shown) is supplied to the lock-up clutch control circuit (not shown), and the line 1
05 for the shift valve operation.

The manual valve 40 is operated in conjunction with a shift lever operated by the driver, and is set to P and R.

It is located at one of six positions, N, D, S, and 2, and the supply of line pressure from the line 110 is controlled according to each position.

1-2 shift valve 50.2-3 shift valve 52.3
-4 shift valve 54 is similar to manual valve 50,
S, 2, this position and the first and second solenoid valves 71.7
This valve is operated by the action of modulated pressure supplied in response to the ON-OFF operation of 2, and controls the supply and discharge of line pressure to clutches 11c, 12c, 13c, and 14c for 1st to 4th gears. Yes, these valves 50.5
Shifting is performed by operating 2.54.

The clutch pressure control valve 45 is a valve corresponding to a hydraulic control valve defined in the claims, and controls the control hydraulic pressure supplied to each clutch llc to 14c to a desired hydraulic pressure by a linear solenoid 46. The hydraulic pressure supplied to the hydraulically operated clutch during gear shifting is controlled to prevent gear shifting shock, and the clutch capacity is appropriately controlled by generating line pressure corresponding to the throttle opening.

1st to 3rd orifice control valves 60.66.
68 releases the hydraulic pressure of the front clutch during gear shifting,
This is a valve that synchronizes the timing with the oil pressure rise of the rear clutch. 1st orifice control valve 6
0 is downshift from 3rd to 2nd and 3rd to 4th
The hydraulic pressure in the hydraulic chamber of the third speed clutch 13c is released when upshifting to high speed. The second orifice control valve 66 releases the hydraulic pressure in the hydraulic chamber of the second speed clutch 12C when upshifting from second speed to third speed or from second speed to fourth speed. The third orifice control valve 68 releases the hydraulic pressure in the hydraulic chamber of the 4th speed clutch 14C when downshifting from 4th speed to 3rd speed or from 4th speed to 2nd speed. Note that an electric switch 65.69 is provided at the left end of the first and third orifice control valves 60.68, and this is a switch that is turned on according to the movement of the spools of both valves. When the control oil pressure supplied to the rear clutch acting on the right end of the spool exceeds a predetermined oil pressure, the spool moves to the left against the biasing force of the spring, but this left movement can be detected electrically. It has become.

Accumulators 90.95 are connected to the first speed clutch LLC and reverse clutch 15d, respectively, to smooth oil pressure fluctuations when these clutches LLC and 15d are actuated to prevent shift shock from occurring. ing. Also, 2nd to 4th speed clutch 12c
~14c has an electric oil pressure detection switch 80.82.84
is connected, and by detecting the movement of the spool in this switch 80, 82.84 by the electric switch 81, 83.85, the start of operation of each clutch 1'2c to 14c is detected, and clutch pressure control is performed. The timing at which the valve 45 starts controlling the line pressure is determined.

In the control valve CV configured as described above, the manual valve 40 is operated by operating the shift lever, and the solenoid valves 71 and 72 are turned on and off.
The operation causes each of the above valves to operate, and each clutch
Line pressure is selectively supplied to gears c to 15d, and automatic gear changes are performed.

The operation of each valve and the control oil pressure changes in the hydraulic chambers of the third and fourth speed hydraulically operated clutches 13c and 14c during this shift from the third speed to the fourth speed will be described.

First, consider the situation in 3rd gear. At this time, the first solenoid valve 71 is OFF, communication between the oil passage 107 and the drain side is cut off, and the modulated pressure from the oil passage 105 acts on the oil passage 107. On the other hand, the second solenoid valve 72 is ON, the oil passage 106 is communicated with the drain side, and the oil pressure in the oil passage 106 is approximately zero. Therefore, the spools of the 1-2 shift valve 50 and the 2-3 shift valve 52 are moved to the left, and the spool of the 3-4 shift valve 54 is moved to the right. As a result, the clutch pressure control valve 45 controls the predetermined line pressure P.
The control oil pressure controlled to L is applied to the oil passages 135, 134, 13.
3, 132, and 131 to the third speed clutch 13c, and the third speed clutch 13c is in an engaged state. Note that this control oil pressure PL acts on the second and third orifice control valves 66.68 via the oil passage 130, and moves the spools of these valves 66.68 to the left.

In the above state, the 2nd and 4th speed clutches 12c
, 14c are disengaged and the third speed clutch 13c is engaged, and power is transmitted by the third speed gear train 13a, 13b. At this time, the first speed clutch Ilc is also engaged, but due to the action of the one-way clutch lid, no power is transmitted through the first speed gear trains 11a and 11b.

Next, consider the case where the gear is shifted from the above state to 4th speed. This speed change is performed by turning off both the first and second solenoid valves 71 and 72 to generate modulator pressure from the oil passage 105 in the oil passage 106 and the oil passage 107. As a result, the spool of the 3-4 shift valve 54 had previously been moved to the right, but in order to be moved to the left, control from the Clara pressure control valve 45, which had been supplied to the 3rd speed clutch 13c, was Hydraulic pressure is supplied to the fourth speed clutch 14C via oil passages 135, 134, 133° 132 and oil passage 141, and the oil pressure supply to the third speed clutch 13c is cut off.

FIG. 3 shows changes in the oil pressure of the third speed clutch 13c and the fourth speed clutch 14C when shifting from the third speed to the fourth speed in this manner. In this graph, with respect to time, the solid line indicates the change in the oil pressure of the 3rd speed clutch 13c when both the solenoid valves 71 and 72 are turned off, and the change in the oil pressure of the 4th speed clutch 14c is shown by the solid line C.
It is shown in

The oil pressure of the third-speed clutch 13c is PL before the gear shift, but because the oil pressure supply is cut off by the gear shift, it rapidly decreases to the oil pressure P4 that is balanced with the reaction force of the clutch spring 13d, etc., and after that, the oil pressure is PL. Control by the orifice in the first orifice control valve 60 communicating through passages 136 and 137 results in a gradual oil pressure drop as shown.

On the other hand, the oil pressure of the 4th speed clutch 14c initially has an invalid stroke, so the oil pressure hardly increases during this period. However, in this example, the clutch pressure control valve 45 is initially fully opened and the oil passage 135 .134, 133, 132, 141, the maximum control oil amount is supplied. Therefore, the actuating piston is rapidly moved, and the movement of the ineffective stroke is completed in a short time up to time t12.

When the movement of the invalid stroke is completed, the working piston begins to press the clutch plate, and the oil pressure rises rapidly. However, when this oil pressure becomes higher than the predetermined oil pressure Pl, the oil pressure that receives this oil pressure via the oil passage 140 increases. The spool of the detection switch 84 is moved to the right in the figure, and the electric switch 85
The arm is pushed by the right end of the spool to turn on the electric switch 85. Therefore, by this ON operation, it is possible to detect that the oil pressure of the 4th speed clutch 14c has become higher than the predetermined oil pressure P, and when this detection is made, the clutch pressure is increased after this (that is, after time t12). Hydraulic control by control valve 45 is started.

As shown in the figure, this oil pressure control is such that after rapidly increasing the oil pressure to P2 at a time T12, the tank pressure is kept in a state where the oil pressure increases gradually until a time t13, and then until a time tta. The oil pressure is rapidly increased to PL, thereby achieving smooth gear shifting without time delay. Note that the oil pressure of this 4-speed clutch 14c is applied to the first orifice control valve 60 via an oil passage 142.
When the oil pressure of the fourth speed clutch 14c becomes higher than the set oil pressure, the spool of the first orifice control valve 60 is moved to the left, and the oil passage 142 is communicated with the drain. In this example, the actuation of this spool occurs at time t21, and the oil pressure of the third speed clutch 13c rapidly decreases from time t21.

As described above, in the control valve Cv of this example, during gear shifting, the clutch actuation piston moves rapidly by the ineffective stroke, so the time corresponding to this movement (times tll to t12) is shortened. Total shift time T,
can be shortened.

In this example, the oil pressure detection switch 84 (in the case of other speed changes, the oil pressure detection switch 80 or 82 is used) is used as a switch for detecting the completion of the movement of the clutch actuating piston by the invalid stroke during gear shifting. Although shown, it is of course possible to use other types of switches that electrically detect the clutch supply control oil pressure.

Additionally, orifice control valves 60, 66.6
Since the spool 8 is moved by the hydraulic pressure of the rear clutch, by setting the hydraulic pressure at which this spool is moved to a value that can detect the completion of movement of the invalid stroke, these orifice control valves 60, 66.6
It is also possible to detect the movement of the spool 8 by electric switches 65, 69, etc. to detect the completion of the movement of the invalid stroke and loaf.

As described in detail, according to the present invention, the electric oil pressure detection switch detects that the control oil pressure supplied to the hydraulically operated clutch becomes equal to or higher than a predetermined oil pressure, and the timing for starting oil pressure control is determined. Therefore, until the electric oil pressure detection switch detects that the clutch piston has completed its invalid stroke and the oil pressure has exceeded the predetermined oil pressure, the oil pressure control valve will not operate the oil pressure. By maximizing the amount of control oil supplied to the clutch, the actuating piston can rapidly move by the amount of the ineffective stroke, and then hydraulic control for shifting can be started, and the shifting time corresponding to the ineffective stroke can be started. This makes it possible to shorten the total shift time and perform shift control with good response.

In addition, the shift time corresponding to this invalid stroke has large individual differences and tends to change over time. By shortening this time, it is possible to suppress individual differences and changes over time that cause such variations in shift time. be able to.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing the configuration of an automatic transmission, Fig. 2 is a hydraulic circuit diagram showing a control valve for controlling the automatic transmission, and Fig. 3 is a graph showing changes in clutch control oil pressure during shift control by the control valve. , FIG. 4 is a graph showing changes in clutch control oil pressure in conventional speed change control. 2... Torque converter 3... Main shaft 4
...Counter shaft 6...Output shaft 30.
... Regulator valve 40 ... Manual valve 50.52.54 ... Shift valve 60 ... Orifice control valve 71.72.
・・Solenoid valve

Claims (1)

[Scope of Claims] 1) A hydraulic control valve that performs hydraulic control using the driving force of an electric drive means, a hydraulically operated clutch that is operated in response to the control hydraulic pressure controlled by the hydraulic control valve, and the hydraulically operated clutch. an electric oil pressure detection switch that detects that the control oil pressure supplied to the clutch has exceeded a predetermined pressure and sends an electric signal, and based on the electric signal sent from the electric oil pressure detection switch. A hydraulically operated clutch control device, characterized in that the start timing of hydraulic control by the hydraulic control valve is adjusted.